Apparatus for controlling the transmission of fluctuating fluid pressure



Aug. 11,1931. 5, A, oc w 1,817,941

7 APPARATUS FOR CONTROLLING THE TRANSMISSION OF FLUCTUATING FLUID PRESSURE Filed Feb. 24, 1926 2 Sheets-Sheet l Even/top [Iii/4rd Aim 17hr Aug. 11, 1931. E. A. ROCKWELL 1,817,941 APPARATUS FOR CONTROLLING THE TRANSMISSION OF FLUCTUATING FLUID PRESSURE Flled Feb 24 1926 2 Sheets-Sheet 2 NMOZTRU wZGZu Patented Aug; 11, 1931.

UNITED STATES PATENT ol-rlcu' EDWARD A. ROCKWELL, OF NEW 11031:, N. Y., ASSIGNOR ro srnwnnr-wan-zma con- PORATION, A'coRroR'ATIon or VIRGINIA APPARATUS FOR CONTROLLING THE TRANSMISSION OF FLUCTUATING FLUID PRESSURE Application filed February 24, 1926. Serial No. 90,229.

The purpose of this invention is to provide an improved means and method of utilizing the vacuum developed in the suction phase of the cycle of an internal combustion engine and the like for performing work or operating mechanism extraneous to or disassociated from the engine except as to the connections for deriving the suction from the engine cyl-- inder.

The invention is herein shown and described as applied to the specific purpose of pumping or lifting the liquid fuel for supply ing the engine from a relatively low source to a higher chamber from which it may be supplied to the engine carbureter by gravity.

It is well known that in the intake manifold of an internal combustion engine the vacuum resulting from the intake or suction stroke of the piston is at all times low relatively to the maximum vacuum produced in the cylinder, and that when the engine is running with wide open throttle the vacuum in the intake manifold becomes very low, being often inadequate to lift the fuel through the medium of a vacuum filled supply device the distance necessary for supplying thevacuum filled supply device from the main supply tank at the rear of a vehicle whose engine is supplied, this vacuum in the intake manifold under some circumstances falling nearly to atmospheric pressure; and this, notwithstanding the fact that the vacuum in the cylinder at the same time may reach ten inches of mercury or more.

I have discovered that the vacuum in the cylinder is generally maximum at the part of the suction stroke of the piston, before there is time for the intake valve to respoud to the opening means so as to open for admitting fuel mixture, and while the inertia of the mixture itself and friction in the passages causes a lag behind the pull of the piston; and that the vacuum' declines from this maximum when the intake valve has been more effectively opened and the mixture movement started, overcoming inertia, so

that in the later part ofthe suction stroke I have discovered that it is possible to transmit the vacuum produced in any one cylinder or in all the cylinders of a multiple cylinder engine at the maximum which results from the intake stroke of the piston, to a chamber or extraneous cavity which may be in communication for the instant with the engine cylinder, and to trap or retain this condition of vacuum in such chamber While the communication with the engine cylinder through which it was transmitted is closed during the remainder of the suction stroke; and that the deficiency of vacuum, or lowering of the vacuum average throughout the suction stroke resulting from the instantaneous transmission or communication of the reduce the pressure in the chamber or produce a condition of partial vacuum therein which will be slight in proportion as the capacity of the chamber is large, but that the repetition of this trapping at the high vacuum stage of each recurring cycle of the engine will build up or accumulate the vacuum in the chamber until it approximates the degree of vacuum existing in the engine cylinder at the instant of communication for trapping the vacuum; and it may be understood, thercfore, that in employing this method, for instance, for reducing the vacuum in the vacuum chamber of a vacuum tank for lifting liquid fuel from the lower source, the necessary degree of vacuum may be produced in a limited number of cycles of the engine; and that after this limited number of strokes of the piston have occurred, v

the vacuum thus produced will be maintained by the continued running of the engine.

Where the vacuum trapped is employed for lifting liquid fuel from the supply tank to an ordinary vacuum tank, the pressure developed in the engine cylinder is not utilized since, in such case, the fuel is fed by gravity to the carbureter from the vacuum tank and the access of suction to the vacuum tank is controlled by a float therein. However, if the vacuum is employed for lifting fuel from the supply tank to a fuel feeding apparatus from which the fuel is delivered to a higher level at the carburetor by alternations of pressure between the periods of vacuum, the pressure is derived from the engine cylinder as well as the suction. In the latter case it is desirable to use in the connec- .tion between the engine cylinder and the fuel feeding device which includes the vacuum trapping valve, a special form of apparatus allowing free communication of suction to the vacuum trapping valve and serving to limit the pressure transmitted to a predetermined amount. The claims of the present application are directed to this special form of valve device in which is pro vided having an inlet connection to the engine cylinder and an outlet connection to the apparatus served with a valve therein normally in stopped position allowing free communication of suction from the engine cylinder to the apparatus served, but in which, upon the pressure stroke of. the engine piston, a portion of the pressure developed directly acts against the valve tending to move it towards seated position at the outlet, while, at the same time, the remaining portion of the fluid pressure by-passes around the valve from the inlet connection towards the outlet connection. The passages maybe so designed that a predetermined pressure will be com- A it v a). v uGuy municated through the outlet connection in-- dependent of the pressure which may be developed in the engine cylinder since the time required for the valve to move to sea-ted position at the outlet connection will be dependent upon the pressure being transmitted.

The claims to the improved method of trapping the engine vacuum and necessary means for utilizing the method will be found in my co-pending application, Serial N 0. 238,454, filed December 7, 1927.

In the drawings Figure 1 is a diagrammatic view showmg an engine equipped with the devices for opcrating according to this invention in liftlng the fuel, all four cylinders of the engine being shown equipped with the proper connections for the purpose.

Figure 2 is a section across one cylinder axial with respect to the connection fitting, showing the construction of the valve device, referred to as the vacuum trapping valve, which constitutes the characteristic of the structure of the invention and whose operation is the characteristic of the method.

Figure 3 is a detail section taken on the plane indicated by 33 in Figure 2 showing the cooling ribs.

Figure 4 is a plan view of the valve member of the vacuum trapping device.

Figure 5 is a plan view of a vacuumoperated liquid lifting apparatus of a modified type, employing the vacpuna trapping valve in modified form.

Figure 6 is a section at the line 66 on Figure 5, showing also diagrammatically the connections of the apparatus with the engine cylinder, carburetor and low level fuel source.

Figure 7 is a partly. sectional elevation of the same, section being at the plane indicated by the line 7 on Figure 5.

Figure 8 is a detail section of a pressure governing valve device desirably employed with the apparatus shown in Figures 6 and 7.

Figure 9 is a diagrammatic view for showing a desirable modification in the form of the valve-operating cam of the engine for timing the opening of the intake valve (and closing the exhaust valve) relatively to the commencement of th suction stroke of th piston, for increasing the vacuum at the high vacuum stage of the suction stroke.

In the drawings the engine equipped for operating according to this invention is shown having each of its four cylinders indicated at G, C C and C, equipped with what 1 term my vacuum trapping valve device, indicated in totality by reference letter, V. The pipes, P, running from these several vacuum trapping valves unite at a fitting, P from which the pipe P extends to the vacuum chamber, R of the standard type of vacuum tank indicated in totality by the reference letter. R. The specific construction of each of these vacuum trapping valve (he vices is seen in Figure 2 comprising a tubular stem, 20, adapted to be connected with the engine cylinder as seen at 21, and terminating in an enlargement at 23 counter-bored to form a valve chamber, 23, and threaded for receiving a plug, 24. axially apertured as seen at 25, and counter-bored at the inner end as seen at 26, forming an enlarged port, 27, and exteriorly reduced for threading and forming a shoulder for stopping the screwing in of the plug at the. end of the enlargement, 23, where packing, 26 may be interposed. The plug 24 and the enlargement, 23, serve to form a valve chamber, 23 in which there is positioned a valve member, 31, which is a thin metal stamping, dished convex toward the engine and concave toward the plug, 24, and having a reflexed flange, 34, for stiffening the thin disk which has an annular seating face at for seating upon the flat inner end of the plug, 24, encompassing the port,

27, at the entrance to the plug. The valve chamber formed between the inner end of the plug and the bottom of the cavity in the enlargement, 23, is dimensioned for accommodating the valve seated upon the plug and with a short range of movement away from its seat before it s stopped on the bottom of the counter-bore, forming the valve chamber where 'it is stopped without seat-in for clos-.

bar, 38, of a ring, 39, which is lodged upon the shoulder, 40, formed by the interiorly threaded counter-bore, 41, at the outer end of the plug, 24, this spring being dimensioned for holding the valve yieldingly seated at the inner end of the plug.

The pipes, P, continuous through the fitting, P with the pipe, P leading to the vacuum chamber, R, of the vacuum tank, as above mentioned, constitute what may be considered as a chamber in which a condition of partial vacuum is built up by successive suction impulses, each communicated during a very short portion of the early part of the suction stroke of the piston, in successive cyeles of the engine action; which process of building up the vacuum will continue throughout successive cycles until the degree of vacuum existing in the chamber consistingof the pipe connection to the vacuum tank, approximates the vacuum at the high vacuum stage at which, in each cycle, the valve memher, 31, is opened and immediately closed. In the absence of-any obstruction of the communication of the pipe connection with the vacuum chamber, R, that chamber also constitutes a part of the-space in which the vacuum will be thus built up. In the standard construction of vacuum tanks the suction valve, so-called, seen at S being seated for cutting ofi the vacuum chamber from the suc- 40 tion conduit,'the cavity of the suction conduit does not constitute a partof the space in which the vacuum should he built up, except during 'what are commonly spoken of as suct ion intervals of the operation of the :vacuum 'tank when said suction -valve is open. The

operation of the structure described is therefore that, starting with all parts of the structure in normal atmospheric pressure condition,with the suction valve open and the vacuum tank empty in both its chambers, the

operation of the engine builds up vacuum in the connecting pipes and the vacuum chamber of the vacuum tank, .until, after a limited number of cycles of the engine action, the' vacuum produced in, the vacuum chamber, R is sufiicient to cause the liquid to be lifted from the low level main tank and fill the vacuum chamber, R to the depth causing the float, F, to'seat the suction valve, S. When this occurs, the cavity in which the vacuum is being built up through the successive cycles of the engine action is reduved'to the space of the pipe connections from the'vacuum trapping device, V, to'thevacuumtank, and, in

i consequence, the vacuum will build up in that limited space in a few further cycles of the engine action .until the vacuum closely approximates the high vacuum stage in the engine cylinder, which, as mentioned, may closely approximate; the cylinder vacuum, and which commonly'reaches fourteen inches of mercury. When the operation of the vacuum tank causes the suction valve, S, to be opened, the high vacuum which has been produced in the connecting pipe during the period of closure of the suction valve. is communicated to the vacuum chamber, reduced correspondingly to the increased space through which the condition of vacuum is thus extended; and the process of building up vacuum continues, operating through the increased space while the vacuum chamber is again being filled with liquid, causing the suction valve to be closed, completing the cycle of action of the vacuum trapping device and vacuum tank as co-operating elements of the system.

Upon considering that the fitting comprising the vacuum trapping valve described is in uninterrupted communication with the engine cylinder, and that the explosion gases necessarily have continuous access to the bore leading to the trapping valve chamber, it may be understood that in the absence of preventive means, this fitting will become very highly heated; and in fact it will become and remain continuously red hot after operation under full load for a few minutes unless cooling means are provided. And it will be recognized that the maintenance of such high temperature would rapidly impair, and very shortly completely defeat, the capacity of the thin disk valve shown, for resisting the pressure at the compression and explosion stages of the engine cycle, and also that the continuance of such high tempera- 105 ture would soon destroy the resiliency of the spring 36, whose quick reaction is important for the efficiency of the device for its purpose. I have therefore provided means for cooling the fitting consisting in forming the stem, 110

20,'with a multiplicity of relatively thin radial fins, 20", extending longitudinally of the stem and thereby in the direction for gravity circulation of air, or natural draft, through the interspaces between the fins, with an effect equivalent for cooling purposes to an air blast which might be directed against the device in all directions. This construction I find as eflicient for the purpose of cooling, as the more obvious expedient of directing an air blast against it from The efliciency of this construction for cooling may be increased by enclosing the portion of the stem having the radial fins in a cylinder open at both ends as shown at 28 in Figure 2.

It will be understood that the purpose of dishing the vacuum trapping valve member, 31, is to adapt it to resist the pressure of the engine gases in the pressure and explosion phases of the engine cycle without being made so .thick, and thereby so heavy, as to defeat the quick action which is necessary for the trapping function. The desired stiffness with lightness is carried to a high degree by corrugating the valve radially as seen in Figure 4 which shows relatively longer radial.

corrugations, 31', at 90 angular intervals, and relatively shorter radial corrugations, 31, at an outer annulus at 45 angular intervals relatively to the longer radials corrugations. And for the same purpose the peripheral flange, 3 1, which is provided for stiffening, as already mentioned, is desirably formed in immediate continuation of an annular corrugation, 33", which operates to stiffen the valve against circumferential distortion which the radial corrugations might tend to promote.

With the same purpose of insuring quick action of the valve for which it is adapted by its lightness, the spring, 36, when of the spiral form shown (to which I do not limit myself) is desirably made to comprise few rather than many coils, and these of small rather than large diameter. The small number of coils causes the tension to increase rapidly in the short opening movement of the valve which stretches the spring, though the spring exerts very slight pressure on the valve at its seated position so that it yields quickly to the suction for opening, and reacts very quickly and strongly for closing.

It will be observed in Figure 2 that the stem, 20, of the vacuum trapping valve fitting extends through the water jacket of the cylinder head, 0, said head and the jacket plate, 0 having aligned apertures for admitting said stem, the aperture in the cylinder head being threaded for having screwed into it the threaded terminal of the stem, 20, which is made fluid-tight at the aperture in the jacket plate by means of a stufiing box. 0 or the like. By thus extending the stem' of the vacuum trapping valve fitting through the water jacket. so that it is exposed to the same cooling means by which the engine cylinder is kept from becoming overheated. the cooling duty imposed upon the heat radiating fins of the exterior part of the stem is materially reduced. I do not.limit myself i to the construction described embodying both of the cooling means described. and may dispense with either of them in any instance in which the other alone is found to aiford adequate cooling.

In Figures 6, 7 and 8 there is shown a I a. PI All 1,131, 1,21%].

modified type of vacuum-operated fuel lifting device in which the vacuum trapping valve is comprised in the fuel lifting structure itself. This structure comprises a cast body member, 100, having an encompassing flange, 101, intermediate its upper and lower ends for holding a cup or bowl member, 102, which is a sheet metal stamping having at its upper end an extcriorly projecting flange, 103, by means of which the bowl is clamped onto the flange, 101, by a coupling ring, 104, for receiving which the flange, 103, is peripherally threaded, packing, 105, being interposed between the flanges of the bowl and body for making the junction fluid-tight. The bowl thus constitutes a chamber. 101, into which the body member, 100, protrudes downwardly with space around and below it for the liquid which is to be lifted from a low level source by suction operating through the passages of the body member, 100, as will be described. Said body, 100, is cylindrical at the lower part and open at the lower end. and interiorly threaded for having screwed into it an annular valve seat member, 111,

which at its upper end aflords a valve seat at 112 for a light disk valve, 113, which is retained above the seat by a valve check ring, 114, clinched onto the valve seat member, 111, at a diametrically reduced annular shoulder thereof as seen at 106. Extending up above the valve seat, 112, this ring has three lugs, 107, folded inwardly for overhanging the valve at a suflicient distance above the valve seat, 112, to allow the valve a short range of movement away from its seat. 115 represents a strainer which is desirably interposed at the lower end of the valve seat member, being retained by a split ring, 117, for which a groove is formed in the inner surface of the valve seat member as seen at 118.

From the cylindrical chamber, 110, a cylindrical float chamber, 119, leads upwardly in the body member, 100, being terminated at the upper end by a plug, 120, screwed in at the upper end of the body, 100, said plug being axially apertured and counterbored at the lower end within the float chamber, 119, forming an enlarged port, 121, encompassed by a seat, 122, formed at the lower end of the plug for seating a disk valve, 123, which is carried at the upper end of a float, 124, the float being fitted [loosely but with slight lateral clearance in the chamber, 119. The

plug, 120, is counterbored and threaded at its upper end for receivin a pipe coupling, 126, by which a pipe, 12%, leading from a cylinder of the engine to be served is connected with the float chamber, 119. Alongside the float chamber there is formed, leading up from the chamber, 110, in the body, 100, a passage, 130, which is counterbored at 130 to form a shoulder, 130, and further counterbored at the lower end and threaded as seen at- 131 for receiving, screwed into-it,

a valve seat member, 132, which has at its upper end a valve seat, 133, and intermediate its ends is formed similarly to the valve seat member, 111, for carrying a valve check mem her, 134, similar to the valve check ring, 114, for checking the opening movement of a check valve, 135, which co-operates with the valve seat, 133. A spring, 136, stoppedat its upper end on the shoulder, 130", reacts at its lower end on the valve, 135, for yieldingly holding the latter seated in addition to gravity. At the upper .end the passage, 130, is threaded for a pipe connection, 139, leading to. the carbureter of the engine to be served. The body, 100, above the, plane of the flange, 101, is of less cross section than at and below that plane; and the excess cross area is closed by a top Web, 101, in the plane of the flange, 101: and this web has a boss seen at 101", bored and threaded for connecting a pipe, 140, leading froma low level source of liquid fuel to be lifted by the apparatus into the chamber formed by the bowl, 102, to be delivered thence through the passage, 130, and pipe, 139, to the carbureter. Y The operation of this apparatus in the suction phase of the engine cycle is as follows:

All the chambers of the apparatus being empty and the float, 124, at a low position in its chamber, and the valve, 123, thereby 01f its seat, at the high suction stage of the suction phase of each cycle of the engine, the valve, 113, is lifted from its seat, and immediately dropped again as the suction is relieved by the access of air past the valve, and also as the suction in the engine cylinder declines. This action is repeated at each suction phase of each succeeding cycle of the engine, building up a condition of partial vacuum in the bowl chamber, 101 by means of which liquid is lifted through the pipe, 140, and pours into the bowl chamber, filling it to the level of the valve, 113, past which it is drawn at each succeeding cycle thereafter, until the float chamber, 119, is filled and thefloat, 124, is

lifted, seating the valve, 123, and preventing further access of suction, but permit-ting access of a limited pressure in the pressure stroke of the engine piston, governed as hereinafter explained so that it is'only sufficient to force the liquid up past the valve, 135, through the passage, 130, and pipe, 139, to the carbureter.

It will be seen, therefore, that in this construction the valve, 113, operates for trapping the vacuum at high vacuum stage of the suction phase of the engine cycle, substantially as the valve member, 31, of the construction first above described.

The expedient and device for limiting the access of pressure from the engine cylinder in the compression phase of the engine cycle in this construction, is shown in Figure 8. For this purpose there is interposed in the pipe line leading from the vacuum operated lifting apparatus shown in Figures 6 and 7 and preferably connected directly to the engine cylinder, a fitting, 150, alfording communication through its stem with the engine cylinder, and comprising the valve chamber, 152, in which there is a centrally protruding boss, 153, terminating in a valve stop, 154, which encompasses the port, 155, which terminates the axial passage of the fitting leading from the engine cylinder. This boss has radial passages, 156, leading from its axial passage and discharging in the valve chamber for by-passing the valve stop and the valve, 160, which is in the form of an inverted cup overhanging said stop and normally lodged thereon by gravity, said valve having a limited range of movement away from the stop to a seat, 157, which is formed protr11ding from the upper side of the valve chamber encompassing the port, 158, at which the pipe, 127, is connected for leading to the suction-operated lifting device shown in Figures 6 and 7. The operation of this pressuregoverning valve device is that at the beginning of the pressure phase of the engine cycle the valve, 180, is thrust up from the stop, 154, and seated at the upper seat, 157, allowing the fluid pressure from the engine topass it along during the very brief interval between the access of said pressure under the inverted cup valve and the seating of said valve at the upper seat where the valve remains held by pressure throughout the entire pressure phase of they engine cycle. At the suction phase, the transverse passages, 156, permit relatively free access of air or gas to the engine cylinder,that is, they enablev the engine suction to be transmitted through the pipe, 127, to the suction lifting apparatus shown in Figures 6 and 7 as already described. Durin the pressure stroke of the engine piston the uid pressure will initially by-pass through the passages 156 around the periphery of the cup-shaped valve towards the outlet connection and the clearance between the periphery of the valve and the interior of the valve chamber is such as to permit unrestricted flow of the total amount of fluid pressure which may pass through the passages 156. At the same time a restricted quantity of the fluid pressure passes into the conical chamber 155 to act directly against the valve tending to move the valve towards its seated position at the outlet connection. The time required for the valve to respond to the fluid pressure and complete its movement to seated position will, therefore, be dependent upon the pressure developed in the engine cylinder and by properly proportioning the valve, the valve chamber and the passages, the pressure communicated through the outlet connection before the valve is seated may correspond to a predetermined amount.

Accordingly, in any instance in which by reason of acceptable fuel lift being required,

or by reason of the necessity for moving the inlet arranged for directing the pressure past the valve for reaching the outlet, the

fuel along horizontally from the source to reach the vacuum tank, or in any instance in which the proportions of the engine cylinders and valves tend to shorten the high vacuum stage of the suction stroke, the engine valve-operating cams may be modified so as to give at the peak any necessary degree of vacuum, and cause it to be maintained at any eil'ective degree through a sufiicient arc of the crank shaft revolution to permit the vacuum to be trapped by the vacuum trapping valve for building up the needed vacuum in the conduit leading to the vacuum chamber of the vacuum tank, and in that chamber.

This is illustrated diagrammatically in Figure 9, showing the piston 200 in the engine cylinder 201 withdrawn a substantial distance from the cylinder head, the crank 202 being about past the centre, while the inlet-valve operating cam 203 is just at the point of beginning to open the inlet valve 204, which as theretofore remained closed while the piston has been withdrawing the distance shown from the cylinder head, and thereby tending to produce an almost perfect vacuum which is trapped by the vacuum trapping valve V.

ping function of the device described, either in the form shown in Figure 2, or in the form shown in Figure 8, it will be recognized that an important element in the value of this vacuum trapping expedient and device as compared with making the suction connection of a vacuum tank to the intake manifold, 1s, that by reason of the negligible amount of air admitted to the cylinder in the short instant of trapping the mixture proportions are not materially affected, a consideration of special importance when the engine is idling; and that this desirable characteristic of the 0 eration is obtained by the limitation of the a mission of air to the cylinder during the brief instant of trapping the vacuum being affected not by the restriction of the air passa e but b the restriction of the time during which the valve can remain open.

I claim:

1. A valve device for regulating the transmission of fluid pressure from a source of alternating hi "her and lower pressures to an apparatus or utilizing the pressure, said device consisting of a fitting having a cavity with an inlet and an outlet and arranged for flow connection from the pressure source to the inlet, and to the apparatus from the outlet ;a valve member mounted movably in said cavity between the inlet and the outlet exposed directly to the fluid pressure through the inlet in the direction for impelling the valve toward the outlet, the flv'alve being adapted to seat at the outlet under such impulse, the fitting having additional pressure Upon consideration of the vacuum trap-' valve when normally seated at the inlet being at a substantial distance from the outlet, whereby the fluid flow from the second mentioned inlet by-passing the valve may reach the outlet before the valve becomes seated at the outlet by inflow from the first mentioned inlet.

2. The construction defined in claim 1, the cavity of the fitting at the plane of the valve seat at the inlet being dimensioned in excess of the dimension of the valve in the same plane for free flow to the opposite side of the valve of the amount of fluid which can pass the inlet port at the maximum opening of the valve at said port:

3. A valve device for communicating alternating opposite pressure from a source of such alternating pressure to an apparatus for utilizing the same, consisting of a valve body having an inlet from the pressure source and an outlet to the apparatus served; a valve in said body arranged to seat at said inlet, the body having other inlet at which the valve does not 'seat, the valve being movable from said seatedposition for seating at the outlet, the body having flow communication between said other inlet and theoutlet by-passing the valve; whereby the pressure for fluid flow outwardly from the source causes limited flow by-passing the valve before the valve seats at the outlet, and the pressure for fluid flow inwardly with respect to the source causes total flow by-passing the valve inwardl i t 4. valve device adapted to be connected to an engine cylinder for utilizing engine pressures for operating an auxiliary apparatus, said device consisting of a fitt ng containinga valve chamber, a duct leading to a port in the chamber wall afi'ording communication for fluid pressure between the valve chamber and the engine cylinder, the chamber wall having a second port and a fluid flow passage opening opposite the first mentioned port, a valve in the chamber arranged to vibrate between the two ports and to be seated at the second mentioned port by engine pressure discharging through the first port, and at all positions in the range of its vibration to be interposed between the two ports,

the diameter of the chamber at a J- LUllU UL'LIJID- verse to the direction of the valve movement and throughout the range of that movement being in excess of the diameter of the valve,

past the valve being in excess of the flow capacity of the passage leading to the apparatus served; the two ports. being spaced apart a substantial distance for requiring the valve to move such substantial distance from the first port to seat at the second port;

' whereby discharge pressure from the engine cylinder may pass by the valve and reach the passage leading to the apparatus served L before said pressure operates for seating the tus, said device comprising a fitting having a valve chamber provided with fluid flow con nection with the engine cylinder by a first port, and fluid flow connection with the auxiliary apparatus by a second port; a valve in said chamber arranged to vibrate back and forth between said first and second ports under the changing engine pressure, the chamber having communication with the engine cylinder by a third port or ports in addition to that afiorded by said first port, said additional communication being arranged for fluid flow bypassing the valve and communicating engine pressure through the valve chamber directed to the connection leading to the auxiliary apparatus, the valve being arranged to be seated at the'second port by the engine pressure reaching said valve through the first port; whereby in the pressure phase of the engine cycle engine pressure is communicated through the valve chamber to the auxiliary apparatus by way of said third port or ports before the valve becomes seated at the second port by the pressure reaching it through the first port, and in the suction phase of the engine cycle the suction is communicated to the auxiliary apparatus notwithstanding the seating of the valve at said first port.

6. A valve device adapted for connection with a-cylinder of an internal combustion engine for utilizing changing engine pressure in the operation of an auxiliary apparatus, said device consisting of a fitting having a valve chamber with fluid flow connection with the engine cylinder and fluid flow connection with the auxiliary apparatus, the ports of said connection in'the valve chamber being in opposite sides of the chamber, a Valve interposed in the chamber between said ports and arranged to vibrate back and forth for seating alternately at said opposite ports, the chamber being dimensioned transversely of the direction of the valve movement throughout the zone thereof in excess of the dimension of the valve transversely of said movement, for afi'ording flow capacity for free flow between the ports past the periphery of the valve for the fluid which can pass the valve at maximum opening thereof said flow capacity being in excess of the flow capacity of the communication of the valve chamber with the auxiliary apparatus.

7. In the construction defined in claim 6 the valve chamber having an inwardly pro truding boss through which to the inner end thereof the duct connection with-the engine cylinder is led to the valve chamber, the valve being cup-shape forhooding said bossand being dimensioned interiorly and exteriorly of its cup form relatively to the chamber cavity and the diameter of the boss for affording clearance for fluid flow between the boss and the cup flange and between the cup flange and the chamber wall.

8. In the construction defined in claim 6,

the fitting having duet communication with the engine -cylinder opening in the valve chamber at a point not controlled by the valve, whereby engine suction is communicated to the auxiliary apparatus without valve control. I

9. A valve device for utilizing enginepressure for an auxiliary apparatus comprising a fitting adapted for connection with a cylinder of an. internal combustion engine said fitting having a valve chamber with an inward protrusion in which is formed the prcssure inlead duct from the engine cylinder, said duct discharging at the inner end of said protrusion, the chamber walls having a port opposite the end of the protrusion, and a cup shaped valve lodged on the end of the protrusion the latter protruding into the cup cavity and the cup bottom seating on the margin of the inlead duct at the end of the protrusion, the cup depth being greater than the distance between the end of the protrusion and the opposite chamber wall and outlet port; whereby said cup valve is adapted to be seated alternately on the end of the protrusion and on the opposite chamber wall in the alternating intake and pressure strokes of the engine connected with a cylinder of the engine for fluid flow through said duct, said member having a terminal discharge port; a cupshaped valve hooding the end of said duct member and seating on the endthereof for controlling said terminal discharge port; a housing enclosing said duct member and the cup-shaped valve, the housing having a'discharge port, and a valve seat positioned for stopping and seating the valve for controlling said discharge .port in the movement of the valve for opening the port of the duct member, said discharge port being spaced from the terminal seat of the duct member a distance less than the cup depth of the cupshaped valve.

12. The constructiondescribed in claim 11, the duct member having the duct which leads to the terminal port of said member enlarged atits emergence through the seat of said cup valve reducing the area of said seat to a relatively narrow annulus, the cup valve having its bottom struck inwardly for centering the up valve on the seat, and the cup flange being interiorly' dimensioned to afford flow capacity outside the duct member within the cup.

13. The construction defined in claim 9, the passage leading from the engine cylinder be iug branched with its branches discharging in the valve chamber anterior to the cup valve flange for pressure and fluid flow between the engine cylinder and the valve chamber free of control by the valve, whereby engine suction is communicated through the valve chamber. without-valve control.

14. An apparatus for the purpose indicated comprising a chamber having a valve seat and having at opposite sides of the plane of said seat and of the position of the valve seated thereon inflow and outflow ports and passages for fluid pressure; a flow controlling valve in said chamber and means carried by the chamber wall for limiting the movement of the valve toward'and from its seat to a very short distance relative to the diameter of the valve, the valve seat being formed to afford an annular seating area for the valve around the port which the valve controls, the chamber being dimensioned at the plane of the valve seat to afford clearance past the valve member from one side to the opposite side of the plane of thevalve and its seat, past the outer periphery of the valve, said clearance affording free fiow capacity for the fluid delivered at the maximum opening of the valve permitted by said limiting means, the passage for outflow from the chambenbeing restricted relatively to the access for inflow past the valve periphery; whereby upon inflow due to greater pressure opening the valve than the pressure in the valve chamber, followed by increase of pressure in the chamber due to said greater pressure passing the valve, the valve tends to become seated after having been opened.

15. An apparatus for the purpose indicated I comprising a chamber havingv an inlet port and an outlet passage; a flow controllingvalve seated'within the chamber and opening inwardly with respect thereto controlling said inlet ort and means limiting the flow capacity 0 the inlet at the maximum opening of the valve to a small fraction of that of the entirely unobstructed port, the seat for said inlet valve being formed to afford an annular seating area for the valve, and: the seating face of the valve and inlet port being formed with relation with the seating annulus for 2 non-seating of the valve within the annulus, the chamber being dimensioned at the plane of the inlet valve seat for clearance past the periphery of the valve, to afford free flow at the maximum opening of the valve, said flow capacity being greater than the flow capacity of the outlet passage.

16. A valve device for regulating delivery of fluid pressure from a source of intermittent pressure to an apparatus for utilizing pressure consisting of a. valve body having an inlet from the pressure source and an outlet to the apparatus, a valve movably mounted in said body, restrictedly exposed at one side to the fluid pressure from the inlet and movable thereby for seating at the outlet, the body having a flow passage from the inlet unrestrictedly communicating the pressure around the valve to the outlet connection before the valve is seated at the outlet, whereby the time required for the movement of the valve to its seated position at the outlet will be dependent upon the pressure at the pressure source and the pressure transmitted through the outlet will be limited to a predetermined amount.

In testimony whereof, I have hereunto set my hand at New York, N. Y., this 20th day of Feb, 1926.

EDWARD A. ROCKl/VELL.

CERTIFICATE or CORRECTION.

Patent No. 1-, 817,941. Granted August 11, 1931, to

EDWARD- A. ROCKWELL.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 5, line 94, tor the word"'along" read only; and that the said Letters Patent should be read with this correction therein that the Same may conform to the record of the case in the Patent Office.

. Signed and sealed this 3rd day of November, A. D. 1931.

. M. J. Moore, (Seal) Acting Commissioner 0t Patents. 

